A three-spring suspension system based on a stiffness continuously adjustable stabilizer bar

Abstract

The application discloses a three-spring suspension system based on a stiffness stepless adjustable stabilizer bar, which comprises a cross bar, a middle shock absorber hingedly connected to the middle part of the cross bar, a pair of side shock absorber devices hingedly connected to the two ends of the cross bar respectively, a stabilizer bar device located at the lower part of the hingedly connected point of the cross bar and the middle shock absorber and fixedly connected to the cross bar, a rocker arm hingedly connected to the pair of side shock absorber devices respectively and a push rod hingedly connected to the rocker arm. The three-spring suspension system based on the stiffness stepless adjustable stabilizer bar can realize the decoupling of linear stiffness and angular stiffness of the suspension system.

Description

Technical Field

[0001] This invention relates to the field of Formula racing suspension technology, specifically a three-spring suspension system based on a continuously variable stiffness stabilizer bar. Background Technology

[0002] Since its inception in 1981, the FSAE Formula Student competition has been held in more than 20 countries, including China, Germany, and the United States. The first Formula Student China competition was held at the Shanghai International Circuit in 2010, and as of 2022, more than 100 teams from China have participated in the competition.

[0003] Currently, Formula Student teams almost exclusively use pushrod-type double wishbone suspensions, though some incorporate control arms for a multi-link system. Others use a double-spring design with Watt's linkage, which fails to decouple angular and linear stiffness and results in non-linear stabilizer bar stiffness adjustment. Still others employ a third spring design with a U-shaped stabilizer bar, which, while decoupling angular and linear stiffness, lacks stepless adjustment for the U-shaped stabilizer bar stiffness.

[0004] Existing technology, specifically invention patent CN111152613A, describes a single-coil spring dual-damping suspension system with completely decoupled stiffness. This system provides the necessary linear stiffness and damping to the left and right suspensions through a single spring and two parallel dampers. The coil spring no longer provides roll stiffness; instead, the anti-roll bar provides all the angular stiffness. This solves the problem of inconsistent linear and angular stiffness during suspension adjustments using traditional methods, achieving complete decoupling of linear and angular stiffness. However, while this existing technology achieves decoupling of angular and linear stiffness, the stabilizer bar stiffness cannot be infinitely adjusted, and it occupies significant longitudinal space, making it unsuitable for front suspension placement as it would encroach on cabin space or obstruct the driver's view. Summary of the Invention

[0005] The technical problem to be solved by this invention is to provide a suspension system that can decouple linear stiffness and angular stiffness, while also enabling stepless adjustment of stabilizer bar stiffness, thus making the suspension tuning more precise.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0007] A three-spring suspension system based on a continuously variable stiffness stabilizer bar includes a crossbar (100), a central shock absorber (210) hinged to the middle of the crossbar (100), a pair of side shock absorber devices (220) hinged to both ends of the crossbar (100), a stabilizer bar device (300) located at the lower part of the hinge point of the crossbar (100) and the central shock absorber (210) and fixed to the crossbar (100), a rocker arm (400) hinged to the pair of side shock absorber devices (220), and a push rod (500) hinged to the rocker arm (400).

[0008] The stabilizer bar device (300) includes a stabilizer bar (310), a retainer (320), a retainer shaft (330), a stabilizing clamp (340), and a connecting block (350). The retainer shaft (330) is fixedly connected to the vehicle frame, and the retainer (320) is located inside the retainer shaft (330). After the retainer (320) wraps around one end of the stabilizer bar (310), the stabilizing clamp (340) clamps and fixes the retainer (320) and the stabilizer bar (310). The other end of the stabilizer bar (310) is fixedly connected to the crossbar (100) through the connecting block (350).

[0009] The stabilizer bar (310) can rotate coaxially with the fixture (320) via the fixture shaft (330), or the stabilizer bar (310) located between the stabilizer clamp (340) and the connecting block (350) can twist in the same direction as the crossbar (100) while the fixture (320) does not rotate.

[0010] advantage:

[0011] In one embodiment of the present invention, each side shock absorber device (220) includes a side shock absorber body (221) and a tie rod (222); one end of the tie rod (222) is hinged to the end of the crossbar (100), and the other end is coaxially connected to one end of the side shock absorber body (221) on the rocker arm (400) and hinged to the rocker arm (400); the other end of the side shock absorber body (221) is fixed to the vehicle frame.

[0012] In one embodiment of the present invention, the two ends of the pull rod (222) are provided with opposite threads, and its length can be adjusted by rotation.

[0013] In one embodiment of the present invention, the rocker arm (400) is provided with three connection points in different positions. The three connection points in different positions are respectively used for hinged to the side shock absorber body (221) and the pull rod (222), hinged to the push rod (500), and hinged to an axis that is relatively fixed to the frame. The push rod (500) can drive the rocker arm (400) to rotate around the axis that is relatively fixed to the frame.

[0014] In one embodiment of the present invention, the push rod (500) is provided with opposite threads at both ends, and its length can be adjusted by rotation.

[0015] In one embodiment of the present invention, the three-spring suspension system further includes a column (610), an upper control arm (620), and a lower control arm (630); one end of the upper control arm (620) is connected to the top of the column (610), and the other end is connected to the vehicle frame; one end of the lower control arm (630) is connected to the bottom of the column (610), and the other end is connected to the vehicle frame; both ends of the push rod (500) are respectively hinged to the bottom of the column (610) and the rocker arm (400).

[0016] In one embodiment of the present invention, when the tires on both sides bounce in the same direction, the push rod (500) drives the rocker arm (400) to rotate around the relatively fixed axis of the frame; at the same time, it compresses the body of a pair of side shock absorbers (221) and drives the two tie rods (222) to move in the same direction. The two tie rods (222) drive the crossbar (100) to rotate around the fixing shaft (330) and compress the spring of the middle shock absorber (210). At this time, the stabilizer bar (310) rotates only coaxially with the fixing (320).

[0017] In one embodiment of the present invention, when the tires on both sides bounce in opposite directions, the push rod (500) drives the rocker arm (400) to rotate around the relatively fixed axis of the frame; at the same time, a pair of side shock absorber devices (220) compress the spring of the side shock absorber body (221) on one side and stretch the spring of the side shock absorber body (221) on the other side, and the two pull rods (222) drive the rotation around the point where the crossbar (100) is connected to the middle shock absorber (210) as the center; at the same time, the stabilizer bar (310) located between the stabilizer clamp (340) and the connecting block (350) can be twisted in the same direction as the rotation direction of the crossbar (100); at this time, the spring of the middle shock absorber (210) will not be compressed or stretched.

[0018] In one embodiment of the present invention, the clamping position of the stabilizing block (340) clamping the fixture (320) and the stabilizing rod (310) is adjustable. By adjusting the clamping position of the stabilizing block (340), the actual torsional stiffness of the stabilizing rod (310) is changed.

[0019] In one embodiment of the present invention, the central shock absorber (210) and the pair of side shock absorber devices (220) are arranged horizontally.

[0020] Compared with existing technologies, the advantages of this invention are: it decouples angular stiffness and linear stiffness, solving the problem that traditional suspension arrangements fail to achieve the desired effect due to simultaneous changes in linear and angular stiffness during tuning, and also solving the problem of the inability to achieve stepless adjustment of stabilizer bar stiffness. In actual vehicle tuning, racing car parameters can be adjusted specifically according to different operating conditions, simplifying suspension tuning. Unlike traditional suspensions that occupy a lot of longitudinal space, the three-spring suspension of this invention is horizontal, allowing the entire system to be hidden under the vehicle body with almost no impact on aerodynamics or driver visibility. Extensive use of carbon fiber materials satisfies both lightweight and stiffness requirements. By adjusting the clamping position of the stabilizer clamps, the actual torsional stiffness of the stabilizer bar is changed, achieving stepless stiffness adjustment, i.e., stepless angular stiffness adjustment, making suspension tuning more precise. Furthermore, this invention can be applied to the front suspension of Formula Student race cars, civilian vehicles, or sports cars. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a three-spring suspension system based on a continuously adjustable stiffness stabilizer bar, according to an embodiment of the present invention.

[0022] Figure 2 This is a schematic diagram of the stabilizer bar device according to an embodiment of the present invention. Detailed Implementation

[0023] To facilitate understanding of the technical solution of the present invention by those skilled in the art, the technical solution of the present invention will now be further described in conjunction with the accompanying drawings.

[0024] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0025] Please see Figure 1 and Figure 2 As shown, the present invention provides a three-spring suspension system based on a continuously adjustable stiffness stabilizer bar, including a crossbar 100, a central shock absorber 210 hinged to the middle of the crossbar 100, a pair of side shock absorber devices 220 hinged to both ends of the crossbar 100, a stabilizer bar device 300 located at the lower part of the hinge point between the crossbar 100 and the central shock absorber 210 and fixed to the crossbar 100, a rocker arm 400 hinged to the pair of side shock absorber devices 220, and a push rod 500 hinged to the rocker arm 400.

[0026] Please see Figure 1 and Figure 2 As shown, in one embodiment of the present invention, the center shock absorber 210 is located between a pair of side shock absorber devices 220. One end of the center shock absorber 210 is hinged to the crossbar 100, and the other end is connected to the vehicle frame (not shown in the figure). The crossbar 100 can rotate about the point connected to the center shock absorber 210. The pair of side shock absorber devices 220 have the same structure, connection relationship, and working principle, and each side shock absorber device 220 is correspondingly connected to a rocker arm 400 and a push rod 500. The following explanation focuses on one side shock absorber device 220 as an example.

[0027] Please see Figure 1 and Figure 2 As shown, in one embodiment of the present invention, the side shock absorber device 220 includes a side shock absorber body 221 and a tie rod 222. One end of the tie rod 222 is hinged to the end of the crossbar 100, and the other end is coaxially connected to one end of the side shock absorber body 221 on the rocker arm 400 and hinged to the rocker arm 400. The other end of the side shock absorber body 221 is fixed to the vehicle frame. The two ends of the tie rod 222 are provided with opposing threads, allowing its length to be adjusted by rotation to change the preload of the spring in the side shock absorber body 221. Furthermore, the threads at both ends are loosened. The center shock absorber 210 and the pair of side shock absorber devices 220 are arranged horizontally, saving more space and allowing the entire three-spring suspension system to be hidden under the vehicle body with almost no impact on aerodynamics or driver visibility.

[0028] Please see Figure 1 and Figure 2As shown, in one embodiment of the present invention, the stabilizer bar device 300 includes a stabilizer bar 310, a retainer 320, a retainer shaft 330, a stabilizing clamp 340, and a connecting block 350. The retainer shaft 330 is fixedly connected to the vehicle frame, and the retainer 320 is located inside the retainer shaft 330. After the retainer 320 wraps around one end of the stabilizer bar 310, the stabilizing clamp 340 clamps and fixes the retainer 320 and the stabilizer bar 310, and the other end of the stabilizer bar 310 is fixedly connected to the crossbar 100 through the connecting block 350. Specifically, the retainer 320 is provided with an arc groove 321, one end of the stabilizer bar 310 is fixedly connected to the connecting block 350, and the other end is located in the arc groove 321. The stabilizing clamp 340 clamps and fixes the stabilizer bar 310 and the retainer 320. When the two tires bounce in the same direction, the pull rod 222 moves in the same direction, allowing the crossbar 100 and the stabilizer bar 310 to rotate coaxially with the retainer 320 via the retainer shaft (330). When the two tires bounce in opposite directions, the pull rods 222 move in opposite directions. The stabilizer bar (310), located between the stabilizer clamp (340) and the connecting block (350), can twist in the same direction as the crossbar (100), while the retainer (320) does not rotate. The clamping positions of the stabilizer clamp 340 on the retainer 320 and the stabilizer bar 310 are adjustable. By adjusting the clamping position of the stabilizer clamp 340, the actual torsional stiffness of the stabilizer bar 310 is changed, achieving stepless adjustment of the stabilizer bar 310's stiffness, i.e., stepless adjustment of its angular stiffness.

[0029] Please see Figure 1 and Figure 2 As shown, in one embodiment of the present invention, the rocker arm 400 is provided with three connection points in different positions. The three connection points in different positions are respectively used to hinge with the side shock absorber body 221 and the tie rod 222, to hinge with the push rod 500, and to hinge with an axis (not shown) that is relatively fixed to the vehicle frame. The push rod 500 can drive the rocker arm 400 to rotate around the axis that is relatively fixed to the vehicle frame.

[0030] Please see Figure 1 and Figure 2As shown, in one embodiment of the present invention, the push rod 500 has opposing threads at both ends. By rotating, its length can be adjusted to adjust the vehicle's ground clearance, and both threads at both ends are treated to prevent loosening. The three-spring suspension system based on a continuously adjustable stiffness stabilizer bar also includes a column 610, an upper control arm 620, and a lower control arm 630. Correspondingly, the column 610, upper control arm 620, and lower control arm 630 are also arranged in pairs. Here, only the connection relationship and working principle of one column 610, upper control arm 620, and lower control arm 630 will be explained. Specifically, one end of the upper control arm 620 is connected to the top of the column 610, and the other end is connected to the vehicle frame. One end of the lower control arm 630 is connected to the bottom of the column 610, and the other end is connected to the vehicle frame. The two ends of the push rod 500 are hinged to the bottom of the column 610 and the rocker arm 400, respectively. To achieve weight reduction, the upper crossarm 620, lower crossarm 630, rocker arm 400, tie rod 222, and push rod 500 are all or partially made of carbon fiber. Additionally, the tires are mounted on wheel hubs on the pillar 610.

[0031] Please see Figure 1 and Figure 2 As shown, in one embodiment of the present invention, when the tires on both sides bounce in the same direction, the push rod 500 drives the rocker arm 400 to rotate around a relatively fixed axis of the frame. Simultaneously, it compresses the body 221 of a pair of side shock absorbers and drives two tie rods 222 to move in the same direction. The two tie rods 222 drive the crossbar 100 to rotate around the retainer pivot 330, compressing the spring of the center shock absorber 210. At this time, the stabilizer bar 310 only rotates coaxially with the retainer 320. That is, the stabilizer bar 310 is inactive at this time, and the linear stiffness is provided by the center shock absorber 210 and the body 221 of a pair of side shock absorbers.

[0032] Please see Figure 1 and Figure 2 As shown, in one embodiment of the present invention, when the tires on both sides bounce in opposite directions, the push rod 500 drives the rocker arm 400 to rotate around an axis that is relatively fixed to the frame. Simultaneously, a pair of side shock absorber devices 220, one side compresses the spring of the side shock absorber body 221, and the other side stretches the spring of the side shock absorber body 221. Two tie rods 222 drive the rotation around the point where the crossbar 100 connects to the center shock absorber 210. At the same time, the stabilizer bar 310, located between the stabilizer block 340 and the connecting block 350, can twist in the same direction as the rotation of the crossbar 100. At this time, the spring of the center shock absorber (210) is not compressed or stretched; that is, the angular stiffness is provided by the two side shock absorber bodies 221 and the stabilizer bar 310. In summary, the angular stiffness and linear stiffness are decoupled, and are independently controlled by the stabilizer bar 310 and the center shock absorber 210, respectively. Furthermore, the basic angular stiffness and linear stiffness are provided by the two side shock absorber bodies 221.

[0033] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention, and no reference numerals in the claims should be construed as limiting the scope of the claims.

[0034] The above embodiments are merely examples of implementation methods of the invention. The scope of protection of the present invention is not limited to the above embodiments. For those skilled in the art, several modifications and improvements can be made without departing from the concept of the present invention, and these all fall within the scope of protection of the present invention.

Claims

1. A three-spring suspension system based on a continuously variable stiffness stabilizer bar, characterized in that, It includes a crossbar (100), a central shock absorber (210) hinged to the middle of the crossbar (100), a pair of side shock absorber devices (220) hinged to both ends of the crossbar (100), a stabilizer device (300) located at the lower part of the hinge point of the crossbar (100) and the central shock absorber (210) and fixed to the crossbar (100), a rocker arm (400) hinged to the pair of side shock absorber devices (220) and a push rod (500) hinged to the rocker arm (400). Each side shock absorber device (220) includes a side shock absorber body (221) and a tie rod (222); one end of the tie rod (222) is hinged to the end of the crossbar (100), and the other end is coaxially connected to one end of the side shock absorber body (221) on the rocker arm (400) and hinged to the rocker arm (400); the other end of the side shock absorber body (221) is fixed to the vehicle frame; The stabilizer bar assembly (300) includes a stabilizer bar (310), a retainer (320), a retainer shaft (330), a stabilizer clamp (340), and a connecting block (350); the retainer shaft (330) is fixedly connected to the vehicle frame, and the retainer (320) is located inside the retainer shaft (330); after the retainer (320) wraps around one end of the stabilizer bar (310), the stabilizer clamp (340) clamps and fixes the retainer (320) and the stabilizer bar (310); the other end of the stabilizer bar (310) is fixedly connected to the crossbar (100) through the connecting block (350); The stabilizer bar (310) can rotate coaxially with the retainer (320) via the retainer shaft (330), or the stabilizer bar (310) located between the stabilizer clamp (340) and the connecting block (350) can twist in the same direction as the crossbar (100) while the retainer (320) does not rotate; the clamping position of the stabilizer clamp (340) clamping the retainer (320) and the stabilizer bar (310) is adjustable, and the actual torsional stiffness of the stabilizer bar (310) can be changed by adjusting the clamping position of the stabilizer clamp (340); When the tires on both sides bounce in the same direction, the push rod (500) drives the rocker arm (400) to rotate around the relatively fixed axis of the frame; at the same time, it compresses the shock absorber body (221) on both sides and drives the two tie rods (222) to move in the same direction. The two tie rods (222) drive the crossbar (100) to rotate around the retainer pivot (330), compressing the spring of the middle shock absorber (210); at this time, the stabilizer bar (310) only rotates coaxially with the retainer (320); When the tires on both sides bounce in opposite directions, the push rod (500) drives the rocker arm (400) to rotate around the relatively fixed axis of the frame; at the same time, a pair of side shock absorber devices (220) compress the spring of the side shock absorber body (221) on one side and stretch the spring of the side shock absorber body (221) on the other side, and the two pull rods (222) drive the rotation around the point where the crossbar (100) is connected to the middle shock absorber (210) as the center; at the same time, the stabilizer bar (310) located between the stabilizer block (340) and the connecting block (350) can be twisted in the same direction as the rotation of the crossbar (100); at this time, the spring of the middle shock absorber (210) will not be compressed or stretched.

2. The three-spring suspension system based on a continuously adjustable stiffness stabilizer bar according to claim 1, characterized in that, The two ends of the pull rod (222) are provided with opposite threads, and its length can be adjusted by rotation.

3. The three-spring suspension system based on a continuously adjustable stiffness stabilizer bar according to claim 2, characterized in that, The rocker arm (400) has three connection points in different positions. The three connection points are respectively used to hinge with the side shock absorber body (221) and the tie rod (222), to hinge with the push rod (500), and to hinge with the shaft that is fixed relative to the frame. The push rod (500) can drive the rocker arm (400) to rotate around the shaft that is fixed relative to the frame.

4. The three-spring suspension system based on a continuously adjustable stiffness stabilizer bar according to claim 3, characterized in that, The push rod (500) has opposite threads at both ends, and its length can be adjusted by rotating it.

5. The three-spring suspension system based on a continuously adjustable stiffness stabilizer bar according to claim 4, characterized in that, The three-spring suspension system also includes a pillar (610), an upper control arm (620), and a lower control arm (630); one end of the upper control arm (620) is connected to the top of the pillar (610), and the other end is connected to the frame; one end of the lower control arm (630) is connected to the bottom of the pillar (610), and the other end is connected to the frame; the two ends of the push rod (500) are hinged to the bottom of the pillar (610) and the rocker arm (400), respectively.

6. The three-spring suspension system based on a continuously adjustable stiffness stabilizer bar according to claim 1, characterized in that, The central shock absorber (210) and a pair of side shock absorber devices (220) are arranged horizontally.

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